Narrative:

As first officer on the B727-200 I flew the leg from srq-ewr that this incident occurred. On final approach to runway 4R in ewr at plus or minus 400 ft a loss of speed of plus or minus 15 KTS was evident. The situation was corrected and thereafter the approach was continued on speed and normal power setting to plus or minus 50 ft. Approaching this altitude, a higher than normal sink rate developed, power was added and pitch was increased in an attempt to prevent a higher sink and salvage the landing. The landing was not very hard, but the aircraft bounced. At this point the captain took control and we recovered. On taxi in, the tail skid light came on, and upon inspecting tailskid, observed tailskid damage, evidence of a tail skid strike. I suspect wind shear responsible for this incident, as at no time during the final stages of this approach was speed compromised by crew oil deviation from GS. Power was added upon problem identify but, due to spool up lag, it was not timely enough to prevent the outcome. Supplemental information from acn 284674: first officer started flare too high. Sink rate developed. I called 'sink rate' -- first officer added power and increased pitch, but too little, too late. First officer new to 727. I was not as vigilant as I should have been. Supplemental information from acn 284657: first officer noticed airspeed fluctuation and called wind shear. I noticed the airspeed indicator with fluctuations of plus or minus 5 KTS. The engines did not spool up in time, on taxi-in 'tail- skid light illuminated. Damage to the tail skid and also a navigation antenna.

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Original NASA ASRS Text

Title: TAIL SKID STRIKE.

Narrative: AS FO ON THE B727-200 I FLEW THE LEG FROM SRQ-EWR THAT THIS INCIDENT OCCURRED. ON FINAL APCH TO RWY 4R IN EWR AT PLUS OR MINUS 400 FT A LOSS OF SPD OF PLUS OR MINUS 15 KTS WAS EVIDENT. THE SIT WAS CORRECTED AND THEREAFTER THE APCH WAS CONTINUED ON SPD AND NORMAL PWR SETTING TO PLUS OR MINUS 50 FT. APCHING THIS ALT, A HIGHER THAN NORMAL SINK RATE DEVELOPED, PWR WAS ADDED AND PITCH WAS INCREASED IN AN ATTEMPT TO PREVENT A HIGHER SINK AND SALVAGE THE LNDG. THE LNDG WAS NOT VERY HARD, BUT THE ACFT BOUNCED. AT THIS POINT THE CAPT TOOK CTL AND WE RECOVERED. ON TAXI IN, THE TAIL SKID LIGHT CAME ON, AND UPON INSPECTING TAILSKID, OBSERVED TAILSKID DAMAGE, EVIDENCE OF A TAIL SKID STRIKE. I SUSPECT WIND SHEAR RESPONSIBLE FOR THIS INCIDENT, AS AT NO TIME DURING THE FINAL STAGES OF THIS APCH WAS SPD COMPROMISED BY CREW OIL DEV FROM GS. PWR WAS ADDED UPON PROB IDENT BUT, DUE TO SPOOL UP LAG, IT WAS NOT TIMELY ENOUGH TO PREVENT THE OUTCOME. SUPPLEMENTAL INFO FROM ACN 284674: FO STARTED FLARE TOO HIGH. SINK RATE DEVELOPED. I CALLED 'SINK RATE' -- FO ADDED PWR AND INCREASED PITCH, BUT TOO LITTLE, TOO LATE. FO NEW TO 727. I WAS NOT AS VIGILANT AS I SHOULD HAVE BEEN. SUPPLEMENTAL INFO FROM ACN 284657: FO NOTICED AIRSPD FLUCTUATION AND CALLED WIND SHEAR. I NOTICED THE AIRSPD INDICATOR WITH FLUCTUATIONS OF PLUS OR MINUS 5 KTS. THE ENGS DID NOT SPOOL UP IN TIME, ON TAXI-IN 'TAIL- SKID LIGHT ILLUMINATED. DAMAGE TO THE TAIL SKID AND ALSO A NAV ANTENNA.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.